Motor-vehicle.



Mn. @68,074 Patented Feb. r2, ism. w. o. womH.

l MOTOR VEHICLE.

, (Application med Apr. a, 1900. (IMG Wldl.) v B SheeS--Sheet I.

Il v5@ r l V I l W WL/da@- Yn: nonms Fnzns oo. nom-uma., wAsHmnmNPatented Feb. l2, IQOI. W. 0. WRTH.

HUTDB VEHICLE.

(Apphccion ma Apr. 9, 1900.1)

Sheets-Sheet 2.

(No Manel.)

Mfg

No. www Patented Feb. l2, mm.v

w. u. woRTH. a. MTDB VEH'ICLE.

(Application led Apr. 9, 1900.) (No Model.) 6 Sheets-Sheet 3A ma. mmm..Patented Feb. I2, lam.

w. u. woRTH. MOTOR VEHICLE.

(Application filed Apr. 9, 1900:) (No Windel.) 6 Shee-ts-Sheet 4.

me Nonms frans co. morouma.. w/sumuwu u c m0. mmm.

W. 0. WORTH.

MTDB VEHICLE. (Application filed Apr. 9, 1900.)

Patented Feb. I2, 190|.

6 Sheets-Sheet 5.

(1Mo Windel.)

Pafemed Feb. |2, 190|.

w 7 H. .L w 2 L m i Ill@ l. P muuu@ o m A lam@ W V m will@ m u Dn g mmiu um ll vw mw NIW C A (No Model.)

m tric @en ria llVllililAll O. FVORTH, OF CHICAGO, lLLlNOlS, ASSTGNOR OFTlVO-THIRDS TO llllildfllll R. DONALDSON, OF SAME PLACE, AND HENRY W.KELLOGG, OF BATTLE HEBER, MTOHTGAN.

llllUTHml/EHICILE.

FGIFIGA'IEIION forming part of Letters Patent. No. 668,074, datedFebruary 12, 1901K.

Original application iilcd August 14, 1899, Serial No. 727,159. Dividedand this application lcd April 9,1900. Serial No.

12.199. iNo model.)

fo @ZZ whom it may concern: Fig. 8 is a brokeneaway elevation showing Beit known that l, WILLIAM ONVORTH, a an enlarged detail view of themechanism o citizen of the United States, residing in Ohithrough whichthe propelling power is transl cago, county of Cook, and State ofIllinois, mitted from the primemover to the traction- 5 have inventedcertain new and useful Imwheels. Fig. S) is a section taken throughprcvementsin Motor-Vehicles; and l do hereline 9 9 of Fig. 8. Fig. 10 isa section of the by declare the followingtobeafull, clear, and shiftingdevice, taken through lines 10 10 ot' 55 exact description, such as willenable persons Fig. 9. Fig. 11 is an enlarged broken-away who areskilled in the art to which itapperdetail view of the removable handlefor opro rains to make and use the same. erating the steering-gear. Fig.12 is a sec- My invention relates to improvements in tion of 034, takenthrough lines l2 12 of Fig. motor-vehicles, especially to propelling and13. Fig. 13 is a section of same, laken 6o controlling mechanismtherefor. through line 13 13 of Fig. 12. Fig. lli is ase@- Thisapplication is divided from the origition taken through line 14 le ofFig. ll. 15 nal tiled August 11i, 1899, Serial No. 727,159. The sameletters of reference in all of the The object of my present invention isto Views indicate like parts. provide an efficient., simple, and durableIn Figs. 1,2,3, 4, and 7 a frame Ais shown, 65 power-producing,transmitting, and controlupon which the prime mover B (in this oase lingdevice adapted for motor-vehicles. a gasolene-engine) and themotive-power zo My power-producing prime mover may be transmitting andcontrolling mechanism are operated at a constant speed, While the momounted. tion therefrom may be transmitted to the Neither the frame northe engine is specif- 7o tractionwheels ci' the vehicle at a slow speedically claimed herein, but comprises the subwith a strong turning effortor torque or at ject-matterof application foraneXplosive-ena higherspeed with relativelydecreasing gine filed June 19, 1899, Serial No.721,078,

torque. The arrangement is such that the and application for amotor-vehicle filed Augvehicle may be driven rearwardly with all of ust14, 1899, Serial No. 727,159. the advantage and facility and with thesaine The engine B is supported on the crossease of control as when itis being propelled pieces a2 a3 of the frame A. The flywheel 3o in aforward direction. b5 of the engine projects laterally and inln thedrawings, Figure 1 isa side elevation wardly from the side of theengine. The face of the running-gear, showing the propelling ot' they-wheel farthest removed from the 8o mechanism mounted thereon, the bodyof the engine is covered with a suitable tractionvehiele being removed.Fig. 2 is a section surface, is turned or otherwise made true,

35 taken through line 2 of Fig. 3. Fig. 3 is a and is adapted to drive awheel Which may plan `view of the mechanism and runningbe made to bearagainst its surface when the gear with the body of the vehicle removed.said wheel has its aXis in line with the said Fig. -l is a broken-awayside elevation, partly surface and when the face of the said wheel insection, taken on linese e of Fig. 3. Fig. is brought into contacttherewith.

4o 5 is an enlarged detail view of a collar, show- In Figs. 2, 3, e, and7 two brackets c and ingalubrication-containing receptacle. Fig. c areshown fixed to the two cross-pieces a2 (i is au enlarged sectionaldetail view showand CL3 of the frame A. Belhcranks c4 c5 are 9o ing morespecifically the meansernployed for pivotally attached to the respectivestandchanging the speed of the vehicle. Fig. 7 is ards c6 ci, that arepart of the bracket c c'.

45 an enlarged detail view of the driving-disk, rlhe practicallyvertical arms of the bellthe shafting,'driven disk, and the brake forcranks carry bearings in which shaft c8 is arresting the motion of thelatter when it is adapted to be revolved by means of the fricnot inoperative contact with the former. tion-Wheel ci. The horizontal arms ofthe bell-cranks c4 c5 each carry a segmental gear radiating from thepivots by which the said cranks are loosely attached to the standards c6c7. Pinions 09 010 are carried by and fixed to the shaft cn. They meshinto the respective geared segments of the bell-crank arms c4 c5, Fig.'7.

Open-coil spiral springs 012 c13'(the latter shown in Fig. 7) exert apressure sufficient to lift the segmental geared arms of the bellcranksc4 c5, and thereby to separate the friction-wheel ci from contact withthe drivingwheel b5. At the same time the wheel o9 is pressed intocontact with the convex breakbar 014, (made, preferably, of wood,) whichforms, with the wheel 09, the two elements of a braking mechanismadapted to arrest the motion of the moving/parts when the driven wheelis not held in contact with the drivingwheel b5. This shaft cs is freeto be revolved in the bearings provided in the arms of the bell-cranksc4 c5. This shaft may be square between the bearings to provide a meanswhereby it may be positively driven by the driven Wheel o9, which has asliding bearing thereon.

In the drawings I have shown a round shaft provided with a fixed featherC15, that projects from a spline that is cut in the shaft and whichextends between the bearings thereof. The driven disk or wheel e9,having an extended hub c1 bored to fit the shaft cs, is provided with afeather-way cnt longitudinally through the said hub, so that the disk 09may be freely moved along the said shaft and feather C15 to any pointbetween the bearings thereof.

It will be seen that the disk C9 cannot be revolved without revolvingthe shaft es, in virtue of the feather 015 and feather-way in the saiddisk. A shaft 0171s supported in bearings 018 at one end and to a chain019 at the remaining end and is free to be reciprocated thereby. The endnearest the disk of turns down, is forked, and is loosely attached to acollar C20. (Shown in enlarged section in Fig. 5.) This collar is placedwithin an annular groove cut into the hub o16 of the disk o9. Pins inthe said fork loosely engage Within perforations 021 c22 of the saidcollar for the purpose of sliding the said collar, hub, and disk alongthe shaft C8. An annular groove o23 is provided within the body of thecollar for the purpose of containing lubricating material, such as hardgrease orthe like, adapted to supply 1ubrication to the frictional partsconnected thereto, as is plainly apparent from an examinaxion of theconstruction. A closure 024 provides a means for filling the receptacleo23. Openings on the sides of the collar (not shown) permit the greaseto flow ont when heated.

In Figs. et and 6 an inclosing case c25 is attached to the lower side ofa forward portion of the frame A. Passing vertically through the case acomposite shaft C26 027 rises. The former is'adapted to be rotated onlyand the latter rotated therewith and reciprocated therein. The lower endof 026 is fixed to an arm 028, which operates the steering-gear that isattached to the two forward wheels, consisting of the levers C29, 030,and 031. (See Fig. An extension cS2 from the upper end of tube c2 formsa fulcrum for theleverc. The latter is connected to the reciprocatingshaft by a universal ball-joint 034. The handle portion of thesteering-gear 032 and 033 is made separable, so that the body of thevehicle may be easily and quickly taken from the supporting-frame whenthis handle has been removed. The ball 034 is perforated. Into thisperforation a loosely-fitting pin C44 is placed. The ball is alsoslotted, as shown at c45 in Fig. l2. The lever 033 is flattened near theend and terminates in a reduced cylindrical extension 046. This pin-likeextension engages with the pin C44 through a hole made through itsdiameter, thus forming a guide for the handle 033 and a means by whichshaft C27 may be vertically reciprocated by the handle 033. The arm c32may be clasped tightly around the hollow shaft 026 by means of the boltC47 and nut 048. (Shown in Figs. l1 and 14.)

To remove the handle-bar, loosen nutc4s and remove pin 049 in theextension C32, when the handle C33 may be readily removed from the ball034. The piece 032. may then be slipped over the top of the ball C34.

Within the case c25 a cylindrical rack C35 surrounds the hollow shaft026 and is free to move vertically thereon. This rack is fixed to theinternal shaft C27 by means of a pin e36, which passes freely through aslot 037 in the hollow shaft. A pinion C58 is fixed to thesprocket-wheel 039. A chain G19 passes over the sprocket-wheel 039 andis held in longitudinal position by pinion 040. The upper portion of thechain is fixed to the reciprocating rod C17.

Referring now to Fig. 3, the power produced by the revolutions of theshaft es is transmitted through the oblique-positioned shaft C41 to thepower-distributer D, the shaft c41 being in this instance exiblyconnected by means of the universal joints 042 043, as shown.

The distributer D is shown only in outline in Fig. 3, but is moreplainly revealed in Figs. 8, 9, and l0, to which I now refer.

The device is contained within an inclosed case d. (Shown brokenaway inFig. S.) The shafts d d2 are each separately and rigidly connected to arespective traction wheel. They are held in line Ywithin the case bymeans of a central guide-pin d3. To each shaft a bevel-gear d4 d5 isrespectively fixed. (Shown in outline also in Fig. S.) A doublebeveledtwo-faced gear-wheel d has a bearing upon the two inner-facing hubs ofthe bevel-gears d4 d5. The wheel d6 carries two revoluble pinions dl d8.Both sides of each IOO IIO

pinion mesh into both gear-wheels d4 d5. l

the vehicle is brought to a stop.

angles to that of the wheel (Z6 and provided with bearings within theinclosed case (Z, are located therein. Shaft (ZIO carries a bevelgear-pinion (ZM. Shaft Z9 carries a similar pinion loosely revolvedthereon, each pinion being adapted to be temporarily fixed to itsrespective shaft by the double clutch mech anism (Z13, Fig. lO. Thecrank-arm (ZM, by means of the shaft (15, vibrates the yokepiece thatcontrols the position of the clutch members, so that either of thepinions du or (ZN may be placed in driving relation with theirrespective shafts. To the shaft (Zw a gear-wheel CZ1G is fixedlyattached. Between this wheel and the pinion du' a feather is placed inthe shaft. The collar (ZW, which forms one element of the clutch, isfree to slide, but adapted to be positively driven thereby. Anotherelement of the clutch is formed upon the opposite end of the pinion (ZU,which is free to revolve on the shaft. A gear-wheel Y (Z1S is also Xedto shaft (Z9, and the associated clutch is of similar construe tion tothat j ust described, the collar CZ19 and pinion Z12 forming the membersof this clutch. A pivoted yoke-arm (Z1S is adapted to reciprocate thetwo collars (ZNYZH along their respective shaft (Z1F and arm (ZM. Thegear-wheels and (Z1S may be of any respective suitable size in order tosecure the change of speed desired when driving directly through shaft(Zlo or by reducing or increasing the speed and driving through shaftCZ.

'lhe operation of my device is as follows: lVlieu the engine is inmotion, the ily-wheel ZF is revolved thereby; but no motion is impartedto the running-gear of the vehicle until disk o9 has been brought intofrictional contact with the driving-wheel b5. Vhen it is desirable toimpart motion to the run ninggear of the vehicle, pressure is exertedupon the top of the shaft c, as when it is depressed by the applicationof the foot. Referring to Fig. 7, it will be seen that the effect of decpressing the shaft. C rotates pinions c and cw slightly. Seginentalcrank-arms of the bellcranks cl C5 are depressed against the resilienceof the spiral open springs c12 C13, and the wheel C9, that is pendentlycarried by the vertical arms ofthe bell-cranks ccon the shaft c",istherebylaterally moved into contact with driving-wheel h5 and away fromthe stationary bra ke-su rface cm. The friction existing between therespective surfaces of the drivingwheel if and the driven disk-Wheel c9causes the latter to be revolved. The greater the coefficient offriction the more positively will the power be imparted from the driverto the driven. lVhen the pressure is removed from the shafty Cu, thesprings cl2 c13 automatically remove the disk cf) from contact withdrivingwheel U and press it into contact with stationary braking-surfacec, which tends to arrest the velocity of the disk C9, and thereby Whilethe disk ci is being revolved in the manner described, the shafts CS, c,and (Zw are also revolved, and thereby the traction wheels through thedistributer D. The speed at which the disk CJ will be driven by thedriving-wheel b5 is governed by the position that the said disk occupiesat the time along the shaft C8 with reference to the distance from thecenter of the driver o5. When the driver is turned in a given direction,the farther removed from the center of the said driver, where the saiddisk has contact with the face thereof, the greater speed the disk willbe driven, and, conversely, the nearer to the center the contact of saiddisk is made with said driver the more slowly, but more powerfully, willthe said disk be driven, and thereby the connecting mechanism. If thesaid disk should pass the center of the said driver and be made to makecontact on the opposite side of its axis, the direction of rotation ofsaid disk will be reversed. The disk C9 may be made to occupy anydesired position with reference to the axis of the driver b5 by means ofthe lever C33 of the controlling device. When lever C33 is raised to itshighest point, shaft C27, which carries rack C35, is thereby depressed,pinion C38 is revolved, and the top of the sprocket-wheel carrying thechain C19 is moved forward. The rod or shaft 017 is attached to the toppart of chain C19 and is thereby moved ahead. The bent forked end of rodc17 engages with the loose collar C20, which is carried in an annulargroove of the hub c1, and thereby the wheel C9 is also moved forward ortoward a point Where it will make cont-act with the longest radius ofthe driver b5. By lowering the handle C33 the disk c may be moved inlike manner toward the center of the driver b5 for the purpose ofslowing up the speed and increasing the moving effort of the vehicle.When the disk is thus moved beyond the center of the driver b5, thedirection of the vehicle will be reversed, as will be readilyunderstood. Vhen the handle 033 is moved in an are of a circle whosecenter is the axis of the composite sha ft c27 C26, the steeringmechanism connecting the front traction-wheels with the said handle isbrought into action for changing the position of the saidtraction-wheels for the purpose of changing the direction of thevehicle.

'lhe power-distributer D, Figs. 8, 9, and 10, has heretofore beendescribed. When the clutch occupies the position shown in Fig. 9, thepower received on shaft (Z10 will be transmitted directly to pinion (Z11through the clutch-collar (ZN, and the revolutions that the shaft (Z LZ2will turn in a given time will be in proportion to the relativediameters of the gear-wheel (Z6 and the pinion du. When theclutch-collar d is thrown into contact with the pinion c 12, a reductionof speed will be effected through the gear-wheels Zwand (Zw, and theshaft CZ (Z2 will be turned as ni uch slower or faster as the relationofthe two gear-wheels (Z16 Z13 differs in diameter. If the smaller IOOIIO

one is carried by the shaft d10, then the shafts d d2 will be turnedproportionately, as to the two gear wheel diameters, slower. If theshaft d10 carries the larger of the two wheels, there will be `arelative increase of speed of the shafts cl d2 in the same proportion.The arm d of the shifting mechanism may be connected by a rod to theshifting-lever d20. (Shown in Fig. 4.) When the gear-wheel de is drivenby either Apinion d or C112, the power therefrom is transmitted to thetwo tractionwheel shafts cl7 and d8 and the two gear-wheels di and d5.When both shafts d and cl2 oder equal resistance, as when bothdriving-wheels .attached thereto are in condition to be propelled withequal facility, the relation betweenI the gear-wheels d4 d5 and thepinions C17 d8 remains unchanged,while the shafts d d2 are propelleddirectly by the revolution of the bevel gear-wheel d6 and the power isdistributed equally to the two shafts d d2 and their respective drivingwheels. If one wheel should meet with more resistance than the other, aswhen turning a curve, the wheel on the largest radius would be turnedmore rapidly than the one impeding the distributer, acting through thegearing justdescribed, to drive the wheel at the longest radius, as ifturned from a fulcrum provided by the impeded wheel in a manner plainlyapparent.

I have plainly described my motor-vehicle and have shown the elementsnecessary toits operation but Ido not wish to be held strictly to theconstruction shown, as a considerable latitude of variation may be madein the different parts without departing from the spirit and scope of myinvention.

I claiml. A motor-vehicle comprising a frame, an engine mounted thereon,a driving or fly wheel of said engine provided with a frictionsurface,in a plane at right angles to its axis, a shaft parallel with the saidfriction-surface, a guide extending along the length of said shaft, afriction-disk mounted on said shaft, free to be moved along the lengththereof,but held from turning on said shaft by said guide, a pendant,pivoted frame, containing bearings, for each end of said shaft, pivotsupon which said frame is adapted to be osoillated, a geared segmentextension from said frame, a shaft, a pinion on said shaft meshing intosaid geared segment, and a means for rotating said shaft whereby thesaid frame is moved or rotated on its pivots, to a position nearer orfarther from the said dy-wheel and thereby the said friction-disk isbrought into cont-act, or withdrawn from contact with thefriction-surface of the said driving friction iiywheel, substantially asset forth.

2. A motorvehicle comprisinga frame, an engine mounted thereon, adriving or ily wheel of said engine provided with a frictionsurface, ina plane at right angles to its axis, a shaft parallel with saidfriction-surface, a

friction-disk rotatably attached to said shaft, but free to be movedalong the length thereof, a pivoted frame provided with bearings foreach end of said shaft, a stationary brakeshoe along the reciprocatingpath of said friction-disk, a lever extending to the forward portion ofsaid vehicle for forcing said friction-disk into contact with saiddriving or fly wheel, and a spring exerting a pressure against saidframe and adapted to force said friction-disk into contact with saidstationary brake-shoe W-hen pressure upon said frame has been released,su bstantially as set forth.

3. A motor vehicle comprising a prime mover, such as an engine, a diskrotated by said engine, a transmitting mechanism detachably associatedwith said engine, a driver attached to the said mechanism adapted to beshifted laterally in front of -said disk, traction-wheels for the saidvehicle connected to said transmitting mechanism,a brake composed of astationary friction-surface extending along the reciprocating path ofsaid friction shifting element of the transmitting mechanism, a springadapted to force the said shifting element and stationaryfriction-surface in contact, and a lever, or the like, whereby saiddriven element is placed in operative relation with said engine,substantially as set forth.

4. A motor vehicle comprising a prime mover, a transmitting mechanismconnected withV the traction-wheels of the said vehicle, an intermediateshifting speed-changing friction -disk, between said prime mover andtransmitting mechanism,a steering and speedcontrolling devicesusceptible of two independent motions, one element of said devicecomprising a rack,ra pinion into which said rack meshes, a chainreciprocated by said pinion, a lever or rod attached to said chain, saidrod, or lever being connected to said speedchanging friction-disk, andthe other element of said steering device to the wheels of said vehicle,substantially as set forth.

5. A motor-vehicle comprising a power-distributing device consisting ofshafts d d2, bevel gear-wheels di d5 fixed on the ends of the respectiveshafts, a double-faced bevel gear-wheel d adapted to be revolved aroundsaid shafts, two or more pinions d d8 carried by the wheel d6 andmeshing into said bevel gear-wheels d4 d5, two shafts di d10 eachcarrying a bevel gear-pinion du d loosely thereon and both meshing withthe double-faced bevel gear-wheel d6, a series of wheels connecting saidshafts together, and a clutch for each of the said pinions, wherebyeither ofy said pinioris may be made fast to its respective shaft,substantially as set forth.

6. A motor-vehicle comprising a removable vehicle-body, a steering-gearand speed-controlling device associated with the said vehicle, acomposite shaft connected to the said steeringgear and speed controllingdevice and extending above the bottom of the said speoioation, in thepresence of two subscribhody, a handle removably attached to said ingwitnesses, this 4th day of April, 1900.

shaft a bracket, the outer shaft for supporting said handle, and a loosesliding joint be- WILLIAM O' WORTH' 5 tween the end of said handle andthe said in- Witnesses: Y

terior shaft, substantially as set forth. FORE BAIN,

ln testimony whereof I have signed this M. F. ALLEN.

